Athabasca Tar Sands Corridor Study...Athabasca Tar Sands Corridor Study Volume 1 prepared for All:rlra ENVIRONMENT Report-Part 1 Corridor Concept by lb6\0 Athabasca Tar Sands CorridorAlBERTA

Athabasca Tar Sands Corridor Study

Volume 1

prepared for

:r~ra IRONMENT

1974

rt McMurray

Report- Part 1

Corridor Concept

by

Athabasca Tar Sands

Corridor Study Group

edmonton, alberta

Athabasca Tar Sands Corridor Study

Volume 1

prepared for

All:rlra ENVIRONMENT

Report- Part 1

Corridor Concept

by

lb6\0

Athabasca Tar Sands

Corridor Study Group

april, 1974 edmonton, alberta

AlBERTA ENViRONMENT

The Honorable William J. Yurko, Minister of Alberta Environment Dr. E. E. Ballantyne Mr. H. Thiessen, Alberta Environment Mr. D. Harrington, Alberta Environment Mr. C. Drabble, Alberta Environment Mr. F. Belyea, Alberta Environment Mr. K. Howery, Alberta Highways and Transport Dr. lVI. Paetz, Alberta Lands and Forests

MUNICIPAl GOVERNMENT GROUP

Rural Municipal

Mr. R. Baldwin, Reeve County of Athabasca #12

Mr. lVI. Woitas, Reeve County of Lamont #30

Mr. R. Kuzminski, Reeve County of Smoky Lake 1113

Mr. lVI. R. Parker, Reeve County of Strathcona #20

Mr. W. J. Flynn, Reeve M.D. Sturgeon #90

Mr. S. Shwetz, Reeve County of Thorhild #7

Urban Municipal

Mr. D. Vachimec, Sec. Tres. Village of Thorhild

Mr. J. W. Semeniuk, Sec.·Tres. Village of Boyle

Mr. V. J. Laventure, Mayor Town of Lac La Biche

Mr. A. R. Allen, Bd. of Admin. Town of Fort McMurray

Mr. W. Antoniuk, Councillor Town of Smoky Lake

Mr. R. Fraser, Councillor Town of Fort Saskatchewan

Mr. P. Sisson, Mun. Sec. Town of Athabasca

IVIr. M. Hyrnchuk, Councillor Town of Redwater

CITIZEN GROUP

Mr. L. Bland, Communications Director, Unifarm Mr. W. Dascavich, National Farmer's Union Mrs. B. Clark, President, Voice of Alberta Native Women's Society Mr. D. Cardinal, Indian Association of Alberta Mr. E. Kure, Alberta Fish and Game Association

Phase I

Boyle, Nov. 5/73 Thorhild, Nov. 6/73 Athabasca, Nov. 7/73 Lac LaBiche, Nov. 8/73 Fort Saskatchewan, Nov. 9/73 Conklin, Nov. 12/73 Fort McMurray, Nov. 29/73

PUBUC MEETINGS

Phase II

Calgary Technical, Nov. 22/73

Calgary Industry, Dec. 18/73

Edmonton Study Group, Jan. 21, 22174

Edmonton Study Group, April 8/74

INDUSTRY GROUP

Mr. E. F. Provost, P. Eng., Mgr. of Production & Transmission Northwestern Utilities Limited Mr. R. C. Verner, P. Eng., Mgr. of Pipe Line Department Home Oil Company Limited Mr. F. Hagedorn, P.Eng., Supervising Engineer Pipeline Eng. Dept. Alberta Gas Trunk Line Company Limited Mr. D. A. Peterson, P.Eng., Transmission Eng. & Const. Mgr. Alberta Power Limited Mr. R. F. Bell, P. Eng., Supv. Distribution Planning Eng. Calgary Power Limited Mr. A. E. MacQuarrie, P. Eng., Management Assistant Interprovincial Pipe Line Limited Mr. D. T. Durrant, P. Eng., Coordinator, Planning & Economics Trans Mountain Pipe Line Co. Ltd. Mr. L. L. Halasa, P. Eng., Chief Eng., Northern Alberta Railways Mr. J. I. Lessard, P. Eng., Asst. Chief Eng., Northern Alberta Railways Mr. A. R. Allan, Mgr. Operations, Great Canadian Oil Sands Mr. J. T. Nalbach, Environmental Coordinator, Syncrude Canada

ADVISORY GROUP

Mr. E. Ewaschuk, Provincial Biologist, Ducks Unlimited (Canada) Mr. B. J. McNally, Alberta Disaster Services Sgt. J. Collinson, Royal Canadian Mounted Police Mr. R. N. Giffen, Exec. Dir., Edmonton Regional Planning Commission Mr. W. R. Morgan, Operations Mgr., Alberta Wildlife Foundation Mr. R. J. Allman, P.Eng., Engineer, Pipe Line Division Energy Resources Conservation Board Mr. C. J. Goodman, P.Eng., Mgr. Hydro & Electric Department Energy Resources Conservation Board Mr. B. G. E. Guichon, Chairman Lands & Rights-of-Way Committee Canadian Petroleum Association

CONSULTANT GROUP

STEWART, WEIR, STEWART, WATSON & HEINRICHS Mr. C. H. Weir, MSc., D.L.S., A.L.S., P.Eng., Project Manager Mr. W. P. Peel, BSc., Chemical Engineer Ms. J. Jacks, MSc., Biologist Mr. W. L. Bigg, BSc., P.Eng., Civil Engineer BOLTER PARISH TRIMBLE LTD. Mr. T. J. Trimble, BSc., P.Eng., Civil Engineer Mr. G. Seagel, MSc., Geographer I<. C. MACI<ENZIE ASSOCIATES LTD. Mr. 1<. C. Mackenzie, BA (Oxon) MTPIC, Town Planner Mr. J. Andrew, Research Assistant TOM PETERS AND ASSOCIATES Mr. T. W. Peters, MSc., PAg., Soils Research Scientist SIEMENS REALTY AND APPRAISAL SERVICES LTD. Mr. R. G. Hurlburt, BSc., SR/WA, AACI, Real Property Appraiser SWIST & COMPANY Mr. R. C. Swist, BA, LLB, Barrister and Solicitor Mr. C. D. Macl<ay, BA, LLB, Barrister and Solicitor ALLIED LAND SERVICES LTD. Mr. W. 0. Colborne, Right-of-Way Acquisition

CHAPTER 1 CORRIDOR NCEPT

1.1 .... " " " " " .. " . " " " " " " .. " ... " .. " " ... " " " " 1 1 "". " .. """"""""" " .. ".""".".".""" ....... " " ...... " .. " " .... " ... " 5 1 APPLICATION PARAM S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

1 ENVIRONMENTAL IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 9 1 SOCIAL AND ORGANIZATIONAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

1 .3.3 NICAL .................................................... 11

1.4 POTENTIAL ADVANTAG AND DISADVANTAG ...................... 13 1.4. 1 POTENTIAL ADVANTAG ...................................... 13 1.4.2 POTENTIAL DISADVANTAG ................................... 15

CHAPTER 2 - CORRIDORS

CORRIDOR CON AND ATHABASCA TAR SANDS .................. 17

CORRIDOR POTENTIAL FROM ATHABASCA TAR SANDS ............... 17 CORRIDOR DEVELOPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

REGIONS ...................................................... 19 COMBINATIONS ................................................ 21

CHAPTER 3 - IMPlEMENTATION ........................................... 33

CHAPTER 4 - CONCLUSIONS AND RECOMMENDATIONS

4.1 CONCLUSIONS ...................................................... 35

4.2 RECOMMENDATIONS ................................................ 37

PREFACE

The prospect of impending rapid development of the Athabasca Tar Sands which will generate an unprecedented demand for a wide variety of transportation facilities makes it imperative that the future linkage of the resource area with its markets and supply centres be planned in a comprehensive and logical manner. There has been much discussion and considerable debate regarding the feasibility of com­bining multiple pipelines, electric-power transmission lines, highways, railroads and communication systems in a single right-of-way or corridor. The general consensus is that in the past there could have been considerable financial saving and less detrimental effect on the total environment had more planning and positive action been undertaken in this regard. However the development of multi-purpose transportation corridors has not taken place due to the inability of a user of such a corridor to initiate the organization and then administer the diverse factors and interests implicit therein.

On June 12th, 1973, the Honorable W. J. Yurko, Minister of Alberta Environment signed an agreement authorizing the Athabasca Tar Sands Corridor Study. The purpose of the study was to make recommendations regarding the feasibility and desirability of combining pipelines carrying synthetic crude oil and other products in the same corridor with existing or future utilities and transportation systems, then to select the desired corridor

route and the preferred location of a terminal. The recommendations were to be based upon the objective of achieving a realistic balance between minimum social and environmental disturbance and eco­nomic cost. In addition, consideration was to be given to the opinions of the various people and organizations who would be affected by the resultant facilities. To this end, representatives from citizen organiza­tions, rural and urban municipalities, industry and the consultant group were involved in the study.

This report is the first of a two part report and it deals with the "Corridor Concept", its feasibility, application and implementation. Part Two of the report will deal with the location of the corridor and pipeline terminals. This report is the work of many people as indicated in the appendix volumes which contain most of the background information gathered during the study. It is hoped that this report will be used in formulating transportation corridor policy and that legislation covering this aspect will become a reality.

Preserving and enhancing the quality of our environment and the quality of life is a continued activity. It is hoped that the co-operation that was evident in the preparation of this report will continue and prevail throughout the much larger and more complex problems involving the development of the full potential of the Athabasca Tar Sands.

C. H. Weir, Project Manager

1.1 D N u N

a highways, railways,

pipelines, powerlines, commu water lines, sewer lines,

utilities and other transportation facilities may cooperatively or

individually owned and operated.

The corridor may contain adjacent rights-of-way, each occupied either singly or jointly by the various modes of transport. Should one mode of transport predominate and become the main purpose of the corridor, for example, pipelines then the corridor might become known as a "pipeiine corridor."

The "Corridor Concept" implies comprehensive planned development of the corridor defined above.

The planning and design will take into consideration many factors such as: the number of transportation modes, environ­mental and social safeguards, engineering and design considerations, safety and security, topography, land use, economics, zoning, legal factors, future expansion and the location parameters the various modes of transport. The components and the design of a corridor may vary throughout its length, being dependent

1

1

tinuous strip accommodate both in urban

This report deals with power transmis­sion lines, pipelines, highways and railroads. The statements and recom­mendations made herein can, ·for the most part, be applied generally to any area but in particular they apply to the study area. example, recommendations regarding legis­lation may not apply in other jurisdictions. Also, some of the statements involving the physical environment may not apply in heavy permafrost or rugged mountainous regions.

This study area, compnsmg northeast Alberta south Fort McMurray encom-

a variety of topographic, hydrologic, climatic, geologic, floral and faunal regions.

The area north of Biche may be distinguished by; upland areas arising to 900 meters in elevation; annual precipitation amounts in excess of centimeters; very few settlements; aspen poplar forest with stands of jackpine and large areas of muskeg; little cultivation,

NOTES & REFERENCES

' !

T Two Sing/11 Circuit Powtu Lil'l/13

Four Lott/1 Oividlld HigiiiiiOJ'

FtllttWOY

800 Mll~,.~n,_--------------------------------

2

area south

formations, outwash,

north,

1 HISTORY

numerous

glacial deposits in

south.

Throughout North America during recent years there have been many papers, seminars, studies and meetings by senior personnel of government and industry in

rd to corridors. The words; combined transportation corridor, multi-use rights-of­way, integrated corridors, sharing

rights-of-way, utility distribution corri­dors, joint use of right-of-way, energy corridors, multiple occupancy of rights-of­way are all popular expressions and much in use by everyone associated with obtaining rights-of-way for various modes of transport. All agree for many and varied reasons that the common corridor is desirable and that more planning and direction is needed in this regard. Examples

corridors exist but have largely developed without the benefit firm guidelines, regulations or legislation.

In the urban environment, many streets are occupied by water lines, powerlines,

5

in magnitude,

from which consideration to assist in the development of The r Sands corridor will cover considerable distance, it may occupied by high pressure pipelines, high voltage transmission lines, high highways, and railways. These facilities will through a variety of geographic and sociological regions as well as through many variations environment. Such a corridor requires a new and more sophisticated approach.

In many instances throughout the highway, railway and other modes transport occupy adjacent rights-of-way forming a corridor. But each utility is largely planned, designed, constructed, operated, maintained and terminated independently. They occur in a corridor chiefly on account convenience and for obvious practical considerations. quasi-corridors illustrate that the corridor concept is workable. However, these facilities can be found spread, in an irregular fashion, across many parts of Alberta, and for all intents and purposes, appear to have been placed in a haphazard manner over the landscape. Obviously planned corridors are both desirable as well as more utilitarian.

1.3

to convey between two terminals by various means

can applied. If one or more methods of transport are firmly in existence, then it is a question whether the additional facilities can and should follow the existing facilities or form a new corridor. There are certain basic principles and parameters which apply to whichever combination of associations, corporations or individuals, own, operate and/or maintain the various facilities within the corridor.

1.3.1 ENVIRONMENTAl IMPACT (Referring to Study Area)

1 .3.1 .1 The impact on the social and physical environment is reduced when all modes of transport come together in a corridor.

In overall ecological and environmental terms, the corridor concept is without a

9

solut n.

u requ

constru attention.

or not

throughout, in a the same piece ground will more often, thus in some instances requiring that special procedures taken. The

other nearby facilities during the construction period also requires special­ized knowledge and procedures. Thus

phase is particularly when applying corridor concept.

1.3.2 SOCIAl AND ORGANIZATIONAl

1.3 .1 Application of the Corridor Concept must include public involvement.

In addition to the traditional parameters technology and economics, successful

application of the corridor concept must involve the general public. The maturing public attitude of preserving and enhancing the quality of our environment and quality of life has in recent years halted some large projects even after construction has started.

Volume 2 appendix

Volume 6 appendix

NOTES & REFERENCES

Power Transmission Line across farm land.

HIGHWAY 46

10

corridor authority in and

occupant must an knowledge ali the facilities

during the period. Compensation for this independence is improved in acquisition, construction, maintenance, etc.

1.3.2.3 Corridor occupants and users must be responsible citizens.

Any individual, association, authority or corporation must be able to guarantee the design, construction, reliability, opera­tion, maintenance and termination of their facility and use of the corridor. This applies throughout but a particular example is in the granting of rights to ad-hoc groups for specialized corridor uses such as snow­mobiling, riding trails, motorcycle racing, golf, agricultural pursuits, hunting, etc.

The presence of several modes of transportation in one corridor magnifies the possible consequence of negligence, faulty materials and malfunctioning.

1.3.2.4 lmplementaion of the corridor concept can be best achieved by vesting responsibility in a single authority.

There must exist a central authority charged with the responsibility of assisting corridor occupants to overcome the difficulties and to resolve the conflicts which occur. A single administration

11

a major corridor in rolling country.

Another example (looking into the future): a limiting restraint on a system for moving people is acceleration, thus, if a 300 km/h ground transportation facility is included in the corridor, smallest radius of curvature for the corridor would be in the order of 3 km.

A corridor has to accommodate a compromise route which all utilities are able to accept.

1.3.3.2. Design of the corridor requires an expanded multi-disciplinary approach.

The technical design of the corridor must integrate and meet the requirements of all potential users. Each mode of transportation has its own design require­ments, its own changing technology and new developments to minimize environ­mental impact. Therefore, when applying the corridor concept all potential users of the corridor must have input into the design. This input should come from the engineers, environmentalists, legal repre-

Volume 2 appendix

Volume 3 appendix

Volume 5 appendix

Volume 6 appendix

NOTES & REFERENCES

TRAPPER'S CABIN Northern Alberta Railway provides a link to communities between Lac LaBiche and Fort McMurray.

CONKLIN

12

•

1 must ac-

quired and designed as to the placing of utilities well ment.

most corridor. The

re corridor users and requirements will the element in defining a

meet presently also long term demands.

will not only demands but

transpo n

in urbanized areas the a corridor would allow some future to be built that otherwise would have been denied.

The approval and acqumng of a right-of-way is becoming the most delaying and involving problem in the construction of any utility. Thus one of the greatest incentives to a potential corridor user will be the availability of an approved route.

Thus, if the corridor concept is to be applied and be successful, it must be planned and space allotted to the various utilities many years ahead of development.

1.4 POTENTIAl ADVANTAG DISADVANTAGES

AND

The corridor concept introduces a large number of possible arrangements of the

13

1 .4.1.1

1 1 Environmental disturbance to a limited area.

Proliferation separate rights-of-way across the landscape generally the total environmental impact. Bringing all the facilities into a narrow strip land limits the area disturbed and at the same time reduces the total impact. The caution outlined under 1 1.1 applies.

1 1.3 Can be used as a positive force in shaping land use pattern.

A corridor may be employed to shape the overall land use pattern of the region through which it passes, especially in urban and urban fringe areas. A corridor may used to separate incompatible uses of land and it may also serve as a perimeter or boundary for the development of com­munities.

On a regional scale the presence of a corridor containing all the facilities might used to encourage or inhibit development in certain areas.

Volume 2 appendix Volume 3 appendix Volume 4 appendix Volume 5 appendix Volume 6 appendix Volume 7A appendix Volume 78 appendix

NOTES & REFERENCES

Conklin (main street)

NAR Mile 168.2

14

utility would still required. The savings would occur in areas of administration, general inspection and surveillance.

1.4.1.5 Economic and social advantages single land acquisition program.

alarming escalation land especially near urban areas is well known. The purchase of a corridor for present and future utilities will most certainly represent a large saving.

A single purchase reduces the number of dealings and possible confrontations between landowner and purchaser which would occur if many separate rights-of-way were acquired over a period of time. The single purchase would also prevent complications among potential users who sometimes have different criteria for acquisition and compensation.

1.4.1.6 Economic and social advantage of an established and approved right-of-way.

Adjoining owners and communities will know in advance of future utilities and can plan accordingly. They will not be surprised by some utility suddenly wishing to cross their domain.

Future corridor users will not have to go through the long process of approvals and locating the rights-of-way.

15

D

When many or different, come prob ms in planning, gn, insurance, timing, ownership, engineering, construction, etc. are the most part they can easily resolved and, once the facility is in they are concern. reconciliation problems must place and cannot ignored, thus reconciliation is a major disadvan·~ tag e.

1.4.2.2 Potentially higher intensity of environ­mental disturbance in a restricted area.

With all modes transpo·rt confined to a narrow strip of land, the environmental disturbance within this strip may be very high. Thus environmentally sensitive areas within the corridor could be completely destroyed.

1.4.2.3 Complications in engineering design within the corridor.

Each user within the corridor may have to make some adjustments in design to accommodate the other occupants.

1.4.2.4 Vulnerability to major catastrophes.

Major catastrophes resulting from war, vandalism, subversive activities, landslides, floods, earthquakes, etc. can be more serious as all utilities could be devastated at one time in one place.

Volume 2 appendix Volume 3 appendix Volume 4 appendix Volume 5 appendix Volume 6 appendix Volume 7A appendix Volume 78 appendix

NOTES & REFERENCES

Power Transmission Line Corridors

16

1 CORRIDOR ATHABASCA TAR

world resource isolated of

supplies of the enormous and sudden increase in the cost conventional crude oil, to a dramatic increase in the activities con­nected with the development this resource. With this development is the corresponding to transport people,

and materials to and from area.

A remote resource requiring multi-trans­portation modes connecting it to market and supply centres offers an ideal situation in which to implement the corridor concept. The development of the Atha­basca Tar Sands requires:

-several synthetic crude oil pipelines connecting it to markets;

--several products pipelines (this will de­pend upon the extent of refining carried out in the Athabasca Tar Sands Area);

-gas lines bringing in gas used in the processing;

-several transmission lines connecting to the provincial power grid;

-connecting highways;

-connecting railways;

-connecting communication systems;

all of which create the circumstances for consideration of the corridor concept.

In order to minimize environmental impact and to prevent the unnecessary proliferation of separate rights-of-way radiating out of the Athabasca Tar Sands the corridor concept should be applied. In part two of this report we hope to recommend corridor locations and the facilities it could contain.

I

17

Highway running McMu connects the

nds to provincial highway Atmore. When facility will provide area rs. In future upgrading to a two-lane will be required.

portion south of Wandering River, the right-of-way has already been a divided fou highway. This standard will more than meet the traffic require-ments even the most predictions regarding Athabasca development. South of Atmore, where factors other than Tar Sand development affect the system, some upgrading of the provincial highway system is already required.

The Northern Alberta Railway, running south from Fort McMurray, connects the Athabasca Tar Sands with the total railway network. This railway is presently under­utilized but, nevertheless, is being up­graded to a higher standard. Again using the most optimistic predictions, this railroad is adequate to supply all the service which it may be asked to give in the foreseeable future.

The present pipeline system in and out of the Athabasca Tar Sands will not accommodate additional plants which have been proposed. The number of pipelines required is still in question and will depend upon a number of factors which will be more fully discussed in part two of the report. However, there is little doubt several pipelines will be required.

Volume 2 appendix

Volume 6 appendix

GCOS Pipeline

-Athabasca River Crossing

GCOS Pipeline

-Pine Creek Crossing

GCOS Pipeline

-House River Crossing

NOTES & REFERENCES

18

connected Sands area is not to the provincial

power . A power from grid at Mitsue into the area has

approved. Predictions indus-try seem to three lines at the most and more likely two lines into the area.

is also the possibility reversing flow sometime in the future.

Micro-wave communication systems ser­the area at present.

Moving the highway or railway is not considered feasible, thus, the potential for a corridor from the Athabasca Tar Sands is limited to additional pipelines and power transmission lines. Depending upon tion factors, these additional facilities may or may not 'follow the existing facilities then an enlarged corridor must be considered. However, if a major pipeline -transmission line corridor is located away from the highway or local road system, it may necessitate a service road being built along with the corridor.

It is therefore concluded that considera­tion should be given to a "pipeline corridor", a "transmission line corridor" and/ or a combined "pipeline - transmission line corridor" to accommodate the facilities which development of the Athabasca Tar Sands will generate. Although these components are the only new facilities which can presently be foreseen, the application of the corridor concept should not preclude additional future components, nor should it preclude the integration of existing facilities such as the highway, pipeline and/or railway within the corridor.

2.3 CORRIDOR DEVElOPMENT

2.3.1 REGIONS

Corridors coming out of the Athabasca Tar Sands area will pass through four general regions, each requiring a different approach. Some pertinent factors are mentioned about each and in general refer

19

system ..

terminals area gathering

In the mineable areas the ld be as narrow as possible to prevent the locking in tar sand reserves. in areas there will probably total destruction of the present environment thus, the primary consideration should given to how the corridor may into the area after its rehabilitation and restoration.

Present information and indications are that in the areas where in···situ processes are to be applied the surface stability will not affected and that approximately 50°/o of the surface area will be totally disturbed. However, this should be confirmed when more information becomes available as to the surface facilities and the surface stability associated with "in-situ" development.

In the overview, the effect of the locking in of tar sand reserves and the disturbance of the environment will probably be of minor importance vvhen compared to the confusion and delays that will result if transportation corridors are not immedi­ately defined within this area.

2.3.1.2 WilDERNESS-FORESTED AREAS

Placing all the facilities in a single right-of-way will mean much less clearing of trees.

In our study, consideration was given to 252 species of birds and 60 species of mammals. The overall summation favored the single corridor. In some areas where a species is predominant and this species finds the wide clearing a barrier, then buffer zones should be designed into the corridor.

Volume 4 appendix Volume 6 appendix Athabasca Tar Sands Gathering System - Tottrup eta/.

NOTES & REFERENCES

GCOS Pipeline Right-of-way south of -Fort McMurray.

Power Transmission Lines

20

Along Highway with qualities

to with

RMING

The establishment pipelines powerlines in a corridor would cause some temporary disruption to the physical and social environment of the farm community during the construction periods of each facility but once operating the impact is relatively small. With ample notice, fair compensation and proper construction practices, very little opposition would be expected from the farming community. The multi-purpose corridor is recommended rather than many single rights-of-way in the agricultural farm community.

Some general observations regarding establishing a corridor in the rming community are as follows:

-Strong preference for a multi-purpose corridor is indicated.

-Corridor location preference is along existing pipelines, railways and/ or high­ways.

·-Consideration of the attraction of urban and other uses such as hiking trails, youth hostels, skidoo trails is not favored in agricultural areas but is recommended for non-agricultural areas.

-Soil conservation and total property res­toration are of a major concern.

-Development of a service road along the corridor and/ or fencing of the cor­ridor area is favored only where it bene­fits the farm operation.

-Compensation for total property damage and injurious affection is a major con­cern which can be resolved only in the acquisition process.

The farm residents have a serious interest and concern in the corridor concept and should be consulted through­out its development.

D INGE

r

2.3.2 COMBINATIONS

The various modes can combined in a ways to a corridor. following corridors are some that may be useful to serve the Tar Sands area. Salient each facility are discussed within the context the corridor It should

recognized that the discussed previously are case of each potential corridor.

.1 POWER TRANSMISSION LINE CORRIDOR

A. Environmental Impact 1. Creates least physical disturbance.

The restoration a transmission line right-of-way when it served its useful life is a simpie and com­plete operation.

3. Aesthetics significantly tionable to some people and is re­lated to existing land uses.

4. The open space created may an asset. (1)

5. The facility is dean, odorless and normally silent.

6. Several lines in a common right­of-way greatly decrease the clear­ing required in forested areas.

B. location

1. The location parameters are ble. (2)

NOTES & REFERENCES

[ 1] Existence of Right-of Way does not adversely affect adjoining property value. 1958. Cloyce Carll. P55, Vol. 2. 1960. Charles Leytor. P56, Vol. 2. 1963. Peter Brennan, S.C. Edison, etc. See P60 re: agree impact.

[2] Route Selection based on environmental and visual considerations and land use. P76, Vol. 2.

[3] Library on burial of underground H. T. line in England.

[4] Reference Calgary Technical Meeting. P12, Vol. 78-Appendix.

22

Single Circuit

k .... '-

I

I

-> (.J )

~~~\IV~ ~ Single Circuit

lines is by higher voltage and/ or two single towers.

Underground location is not for high voltage lines due to the

cost. (3)

C. Spacing

1. The minimum spacing in a corridor is determined by wire contact distances. (4)

The desired spacing is the tower height fallover distance where paral­lel lines are in the same right-of­way.

reliability powerlines to an area where feasible are separated by 50 to 70 kilometers to minimize storm damage risks.

D. Comments

1. Reliability of service is the overriding consideration since disruption of service is an immediate problem over a large area.

:2.3.2.2

High voitage iines are to transmit power over long distances and tap­ping the line at intermediate points involves heavy expenditures and is generally not practical.

PIPEliNE CORRIDOR

A. Environmental Impact

1. Much of the damage occurs dur­ing the construction phase. With proper workmanship this will not severe.

ring 1s limited pollution from

B .. location

1. parameters are flexible. line gradients are not important

whereas oil line grades have an effect on pumping costs.

Straight line locations are required since up to of the cost in the cost of the pipe.

Spacing 1. Oil pipeline spacing in firm soil

3 meters.

Gas line spacing in firm soil - 10 meters.

These are minimum distances dictated by construction practices when constructing a new line next to a hot line. Under unstable soil conditions this spacing will need to altered. lines built simultaneously may be laid side by side.

D. Comments

1. The economic benefits to small communities near a pipeline corridor are very limited and temporary.

Pipelining requires highly trained men with specialized skills, hence the use of local labor is not a major factor. Major pipe materials are not a significant portion of overall costs.

Pipelines may be readily tapped at intermediate points for extraction of products but the converse is not true. It is difficult to add products to the lines at intermediate points.

NOTES & REFERENCES

Volume 6 appendix

Volume 78 appendix

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TYPICAL SECTION OF PIPELINE AllEY EAST EDMONTON

24

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POWER TRANSMISSION liNE D NE RRI

Environmental 1. environmental impact

combination in a common is than the com~ ponents taken singly. In forested areas the is reduced common road would care of both facilities during con­struction and for the maintenance period.

In crowded u areas pipelines may be placed in the same corridor nearly halving the impact of the indi­vidual parts.

Both sion lines they have structed.

B. location

and power transmis­minimal impact once

n properly con~

Normally there is almost complete compatibility between the physical location parameters these two facilities. Both require straight line locations -~ Both are almost indepen­dent of gradients - Both have mini­mal after-effects on the environment except in the event of failure. Power transmission lines have much less res­triction and problems at river cross­ings.

C. Spacing 1. In forested areas the spacing be­

tween the two facilities will be in the order of 30 meters.

2. In agricultural or urban areas oil lines may be in the same right-of­way and even along the same centerline, but pipelines carrying dangerous products should not be crowded together with other facili­ties.

D. Comments Voltage and resultant current flows

can be induced in a pipeline from adjacent powerlines by conductance,

25

1"

PIPEliNE AND HIGHWAY CORRIDOR

Environmental Impact The impact the highway is so

great that the addition of pipelines to the corridor would not significantly increase the environmental impact.

B. location 1. Location parameters for the high­

way will govern.

Pipelines may be !ocated in the high­way ditches provided that the high­way is in its final location and has been constructed before the pipe­lines are laid.

3. There is a reluctance on the part of highway officials to permit the location of pipelines within the highway right-of-way.

C. Spacing The decision regarding permission

to locate pipelines within the high­way right-of-way must be made. Other­wise, the pipelines within the high­spacing regulations for pipelines and be contained in an adjacent right-of­way.

Gas Oil

Volume 6 appendix

Volume 78 appendix

Gas Oil Completed Highway

NOTES & REFERENCES

SBrvicB Road

120

Future Oil

PowBrlines

2nd Highway when needed

I

Future Gas

r------------------------·-···-------- - 60 ~,-----------·--____,-+-------- 30 ·==·--------

Four Lone !Jivided Buffer Gas Oil

26

D. ments 1. Highways

to

3.

2

failure would pipelines were highway trouble would

would involve con-

some con-

POWER MISSION NE D HIGHWAY CORRIDOR

combined corridor would clearing forested areas and

would impact on physical environment.

Aesthetic problems would arise which might be resolved through judicious use of buffer zones, at­tractively designed towers, by the avoidance of scenic areas and by taking advantage the graphy.

B. location The highway location parameters

would govern.

Spacing Power transmission lines will be

placed immediately adjacent to the highway right-of-way or as dictated by aesthetics or excessive highway curvatures, etc.

D. Comments There are definite advantages to

the power transmission line when it is adjacent to a highway. They are:

L a

may railway right-of-way the environmental '"'"'.~""'"''

RRI R

Aesthetically is conflict railway follows natural

contours as closely as it is to

B. location

location parameter of allow­able grades for the railway governs.

causes more curvature and length when crossing rolling

topography and heights of land.

Spacing

There are no involving spacing.

D. Comments

problems

If many pipelines are involved, the right-of-way of the corridor would widened to accommodate pipelines.

For economic reasons the pipeline will not want to follow the railway where the railway winds excessively to maintain the ruling grade. This is the major conflict in this type corridor.

NOTES & REFERENCES

2.3.2.4- Volume 2 appendix, Page 111, 122, 123. Volume 6 appendix, Page 40. Volume 78 appendix, Page 22, 23.

2.3.2.5- Volume 2 appendix, Page 79-84.

Four Lane Divided

2.3.2. 6- Vol. 6 appendix, page 87. This condition exists in the railway right-of-way immediately east of Edmonton.

Oouble R/FI Tracks Oil

~-----------------------------------50

Volume 2 appendix Volume 6 appendix Volume 78 appendix

Powerline Service Flood Powerlinl!l

28

Two Single Circuit Power Lines

Service Flood Gas

Double FI/FI Tracks

N NE D

Environmental

close association two no signi'ficant

cially noteworthy on environment ..

B .. The railway

meter

railway telephone communication tern . This problem indicates the railway would happy to remain isolated from the

transmission lines. power transmission line no objection to

proximity to the railway ..

D. Comments

The combination may require a service road for a major power trans­mission line corridor ln wilderness areas which may be a temporary road insofar as transm1smon is concerned, but it might be upgraded to a development road ..

Where rolling topography is traversed the transmission line will want to devi­ate from the railway due to the usually excessive curvature the railway. with the Pipeline-Railway Corridor, this is a major conflict in this type of corridor.

2.3.2.8 PIPEliNE, POWER TRANSMISSION liNE AND HIGHWAY RRIDOR

Environmental Impact

1. The combination would have less impact than if each were in sepa­rate widely spread rights-of-way ..

B.

Construction

values;

Environmental

D. ment

1. In a new development the highway location should finalized and at least constructed to meet the initial requirements the other two facilities.

The wide ranging and long lasting impact of the highway on the total environment makes the addi­tional impact of the pipefines and transmission lines relatively u n·­important.

3. With the highway between the powerlines and the pipelines, the conflicts between pipelines and power transmission lines would be reduced.

PIPEliN POWER TRANSM ION liNE AND RAilWAY CORRIDOR

A. Environmental Impact

1. The railroad has a continuing impact.

Volume 2, appendix Volume 6, appendix Volume 78, appendix

Two Single Circuit Powerlines

NOTES & REFERENCES

Four Lon11 Oividlld

~-------------------------------------170

Two Single Circuit Pow11rlines

Buffer Four Lone Divided Buff11r

rs

30

Oil Gas

Gas Oil

curvature.

1.. In to powerline with

way communication arrangement would seem Railway, Powerline.

would as mentioned.

D. ments

In agricultural or urban areas special road would be unneces-sary.

2.3.2.10 PIPEUN POWER TRANSMISSION UN HIGHWAY AND RAilWAY CORRIDOR

Environmental Impact 1 i" highway and

would be the sum effect of each taken separately except that barrier created by placing two facilities in a common corridor would appear to have a greater effect than the sum of the effects

each component.

The concentration of environmental disturbance in a restricted corridor appears to be more desirable and less harmful than the effect on the environment which accompanies the uncoordinated activities individual operators.

Aesthetically the following of the railway alignment might produce

31

1"

a more

lines and the highway more could railway.

In facilities could be in

to ability to and to ild up em-

bankments. Under conditions the highway would follow way flexible.

are

Spacing

Spacing would dictated many factors such as: 1 I" topography

the value land alienated by corridor;

the incompatibility of location para­meters;

construction and maintenance prob­lems;

the reliability of

the problems maintenance;

7. the aesthetic values;

8. protection of the environment,

D, Comments

In relation to transportation out of the Athabasca Tar Sands particu­lar combination may have only mini­mal application because of the existing highway and railway.

Double R/R Tracks

Gas 2nd Highway

when needed

r------- 40 Meters

Gas

NOTES & REFERENCES

Oil

120

Highway Oil

32

Service Road

Two Single Circuit Powerlines

Double R/R Tracks

Double ClrcuN Service Powerline Road

/30 Me~-,fccerc-s-----···----------·-·

Gas

IM M

implementation the corridor can be accomplished by effective legisla-

tion. legislation proposed will the form a model Bill entitled, "The Transportation Corridor Act".

The Act should reflect in general terms the following principles:

-empower the minister or corporation to designate and then zone or acquire actual transportation corridors and pro­vide for the mechanics of so doing, (inclusive of its autonomy from The Planning Act and The Municipal Govern­ment Act).

Such powers of zoning or acquisi­tion should include the power to expro­priate, and the Act should further pro­vide for the mechanics of such expropria­tion.

-provide for the creation by statute of a crown corporation to act in accordance with the powers of the Act as the pur­chasing authority for the iand and interest in lands comprising the corridor, as vvell as for the disposal thereof.

-provide the corporation with all of the powers of a private and public cor­poration to borrow monies, invest monies, hold lands, hold interest in lands, hold other interests and other­wise accomplish the purposes for which it will be created.

-provide for the mechanics of disposi­tion of interests in the corridor either by lease, license, creation of condominium title or otherwise, including though not

33

so as to foregoing, the sideration to occupants

the generality of the con­

charged to prospective

-provide the incorporation exist­ing facilities and transportation modes into the corridor in such areas where such incorporation is deemed advisable by authority (corporation); such corporation to in whole or in part.

-provide 'for the regulation of occupants once their entry into the corridor has itself been approved, including the speci'fication o'f such standards as the legislature shall consider appropriate re­garding actual engineering, construction and location details.

--provide 'for the orderly administra-­tion of any designated corridor once the corridor itself is occupied and shall pro­vide (as an option) for the conversion of the corridor at any time to a condo­minium corporation, and administration thereof, by directors as appointed by the user occupants and representatives nf tho rtr'\\.Jet.&"nYV"l,on+ \.JI LIIV "t:JVVVIIIIII\.JIIlo

-provide for the settlement of inter­occupant disputes as well as extra-corri­dor disputes with non-occupants, in­cluding the mechanics o'f such adminis­tration and settlement.

-provide for the details and mechanics of co-insurance and condominium in­surance (if required).

provide for required changes in all the other acts of the Province of Alberta affected by its terms and provisions.

Volume 2 appendix Volume 3 appendix Volume 6 appendix

NOTES & REFERENCES

34

HAPTER

N

4.1 CONClUSIONS

4.1.1

N AN

Advantages of the "Corridor Con­cept" outweigh the disadvantages.

The development of a multi-use single corridor for several transportation facilities does present some problems and conflicts. However when the total social, economic and physical environments are considered, there is no doubt that the combined corridor is preferable. During the study this concept received unanimous approval and support from the public, industry, govern­ment and the consultant group.

4.1.2 Combined Corridors can only be

achieved when initiated and encour­aged by government legislation and action.

There are many diverse factors and interests to be reconciled before the corridor concept can be realized. in our view government legislation and action is the only way efficiently to implement the corridor concept. Action by an individual company or person, however commend­able, would encounter too many obstacles.

4.1.3 The necessity of providing adequate

transportation facilities to accom­modate the future development of the Athabasca Tar Sands affords an excellent opportunity to apply the corridor concept.

Minimizing environmental impact, eco­nomic savings, provision of an approved right-of-way, reduction of delays, minimiz­ing possibility of work stoppages and many other factors as outlined in Chapter 2 ail indicate a corridor.

35

MM N N

4.1.4 The corridor concept can be imple­

mented using two basic techniques.

(A) Restrictive zoning with covering regulations and government inspection and approval services.

The restrictive zoning technique con­templates reservation of land required for corridor purposes. Included would provisions for use of existing rights-of-way and compensation. Regulations and guide­lines would be required and an authority to administer the corridor or corridors.

(B) A single authority owning and managing the corridor.

The ownership technique contemplates a single authority owning and managing the corridor. Legislation would have to provide for the formation of the authority with corridor occupants sharing in the control in some manner. In addition the legislation would have to provide the authority the right to plan, design, acquire (buy or expropriate), construct, operate, maintain and terminate the corridor either by itself or in partnership with others.

it is probabie that some combination of these techniques will prove to be the most effective means of implementing the corridor concept.

4.1.5 Additional legislation is required in

Alberta to encourage and implement the corridor concept.

Under present legislation the authority for implementation of the corridor concept might come from the stretching and integration of a variety of different acts and regulations. Implementation would require the cooperation and initiative of many individuals employed in several levels and

NOTES & REFERENCES

36

sections may remotely with very

rticipants corridors out of

RECOMMEN

.1

and industry. it possible a corridor

components anticipated

Enabling legislation and regulations be enacted providing for the zoning of corridors and/or the formation of corridor authorities which could ac­quire (buy or expropriate). own, lease, design, manage, operate, maintain and/or terminate corridors.

4.2 In relationship to the impending

development of the Athabasca Tar Sands it is recommended:

{A) Immediately upon determination of an acceptable corridor location that any land which may be required be temporarily zoned for corridor purposes.

(B) Detailed planning and design be carried out to accurately define the limits of the corridor.

(C) A Quasi-Governmental authority be formed to acquire, own, lease and manage the corridor or corridors for the various organiza­tions which may operate transpor­tation facilities in relation to de­velopment of the Athabasca Tar Sands.

4.2.3 The potential application of the

corridor concept should be examined as a solution to multi-transportation problems in other parts of the pro­vince.

37

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